Railroad-track structure



n 2 .6 :o 4 I 2, W 7 2 i I C F a cam 1, 7%D. 21 t a a W Z 2 a 7 m ./|H M 1W Filed Feb. 1. 1927 W DALTON RAILROAD TRACK STRUCTURE Jan. 24, 1928.

Patented Jan. 24, 1923.

UNITED STATES WILLIAM DALTON, or GLENVILLE, NEW YO K.

RAILROAD-TRACK STRUCTURE.

Application filed. February ard tie plates, the rail fastening means comprising members which are simple in structure and capable of being obtained readily at low cost in either small or large quantities. i

A further object of the invention is to provide an improved rail fastening means which is easily and quickly positioned with out the use of special tools and which when positioned is held firmlyin place so it cannot rattle or jar loose whereby it forms asafe and secure fastening means for the rail.

For a consideration of what I believe to be novel and my invention, attention is directed to the followingdescription and the claims appended thereto.

In the drawing, Fig. 1 is a perspective view of tie structures with which my improved fastener may be used; Fig. 2 is a sectional view taken on line 2-2, Fig. 3; Fig. 3 is a perspective view, partly in section, of one end of a tie having a rail fastened thereon by fastening means embodying my invention; Fig. t illustrates the manner in which the fastening means may be put into place; Fig. 5 is an enlarged sectional view showing the rail fastening means in position; Fig. 6 is a side elevation of a modified form of fastener; and Fig. 7 shows a short length of. t'rack'having rails attached by rail-fastening means embodying the invention.

Referring to the drawing, the track tie comprises two lengths of tie bars 1 and 2 which stand in spaced relation to each other and are fastened together at their endsjby angle bars 3 and l. One wall of each angle bar is located beneath the base flanges of the tie bars and the other wall extends transversely across the ends of the tie bars. The bottom flanges of the tie bars and the wall of the angle barwhich is located beneath 1, 1927. Serial No. 165,136.

them. are welded together as is indicated at a. The wall extending across the ends of the tie bars may be or may not be welded to the tie bars as is found desirable. Ordinarily, when tie bars such as worn rails are made into lengths they are first nicked and then broken. This leaves the ends rough and irregular in shape, and often the lengths are not exactly equal in length. As a result, it may be difficult to weld to the ends of them. However, by using angle bars as shown, which extend beneath and are welded to the bottom flanges of the tie bars, I avoid any difficulties as far as the irregular ends are concerned because the bottom surface of the base flanges of the tie bars are smooth and flat and welding at this point gives a strong enough bond between the parts; The vertical walls of the angle bars 3 and 4c perform an important function in that they serve to anchor the tie inthe ballast. lhe webs of the tie bars are indicated at 6 and the top flanges are indicated at 7. At the points where the track rails lie on the tie I provide supporting plates SWhlCllllG on top of flanges 7 and are welded thereto as is indicated at b. Supportingplat'esS are formed from standard tie plates such as are in common use in connection with railroad track structures, the rail positioning and holding rib of the tie plates being indicated at 9. In the tie plates are two spaced openings 10 and 11 between which the base flange of the track rail lies. In each tie plate the inner edge of the opening 11 extends throughthe rib 9. r The fastening means for the rail comprises two members, a rail clamping member 12 and a fastener 13. The rail clamping member comprises a short U-shaped bar having a central portion 14, a lower inturned end 15, and an upper inturncd end 16. The bar is of a width equal substantially to the length of openings 10 and 11. The inner surface of portion i l isstraight and flat, and it fits against the vertical edge of theopening in the tie plate in which it is located and the edge of the base flange of the track rail. In Fig. 3,18 indicates the head" of a rail located on the tie, 19 indicates the web of the rail and Q Oindicates the base flange of the rail. Lower inturned end 15 extends at a right angle to central portion 1a and. has a flat'upper surface. which fits beneath and direcu against the under. Sarface of the tie plate. Upper inturned end 16 extends at an angle to portion 1a such that it will project over the top of the rail base flange 2-0. As will be seen, the rail clamping member is simple instrncture and may be made by being bent from rolled stock, by being forged from suitable material, or by being made froni cast steel.

liastener 153 comprises a spring key of a size suitable to [it in the openings in thetie plate behind the clanll'iing members The two prongs or arms 210i" the spring key are spaced apart normally as imlicated in Fig. l and the key is formed from eon'iparatively heavy spring steel which means that considerable force is required. to move the two prongs toward each other and that when moved toward each otherthere then exists a force of considerable magnitude tending to separate theprongs or arms. The space behind rail clamping members 12 is of a width than the normal width of the spring key so that when the key is foroed into the space,

.the key is con'i'pressed whereby it serves to hold clamping member 12 firn'ily in position. At the same time, it is i ...elf also held firmly in positioin 7 y In the use of a spring keyfas above described, one of the problems is that of getting it into position in the slotbehind the rail fastener. Thisis because of the inherent rigidness of the arms-of the key. Ordinari- 1y, track rails are laid by relatively unskilled labor, and itis desirable, therefore, to avoid the use of special tools or anyoperat-ions'requirin special skill. I have overcome this difficulty by providing the ends of prongs or arms 21' with outer and inner bevel surfaces 22 and 23, the bevels being sufiicient so that the overall Width of the lower end of the key is such that when the outer lower cornerof one prong 21 is placed against the upper edge of slot 11 as shmvn in Fig. i, the bevel surfaces 232 being in cngagei'ncnt with the edge of the slot, then bevel surface 23 engages the outer surface of fastener 12. At

thistiine the spring key is located at an angle as shown in Fig. 4. Now, when the spring key is struck ontlie end with a hammer or other suitable instrument it is forced down into opening 11 behind fastener 12 as illustrated in Fig. 5. By this arrangement, the key may be put in position by the use of an ordinary hammer. lVhen inposit-ion inherent springiness of the key serves to hold the key in place. The upper end of the key is provided with a relatively large eye which is useful in removing the key. To remove the key the sharpened end of a bar may be inserted into the eye and used as a pry to lift the key. 01', a pin maybe inserted through the eye to provide a projection and the key then pried out by means of a bar placed under the projecting end of the pin. j

In 6 I have shown a modified form of site sides of the end 16 of a rail spring key. It is similar to the spring key shown in Figs. a andb, differing from it only in that bevel surfaces 25 and E26 corresponding to the bevel surfaces 22 and 23 of Figs. 4 and 5 are. formed by inturned ends or extensions 27 at the free ends of the arms 9.8 of the key.

My improved rail fastener possesses a number of advantages which are very important from a practical commercial slani|- point. i

The U-shaped fasteners and the steel spring keys can be obtained a t low cost in either largeor small quantities. flhis is because the U-shaped fastener is of simple sci tion which means that it can be easily rolled or forged; and the spring keys may be made by bending plate stock of suitable Width and thickness to desired shape and then cutting it into suitable lengths to form the keys. As a result, the fasteners and keys can be providcd at a cost comparable to that of the track spikes required for similar service.

The fasteners and key are quickly and easily positioned andmay be easily and readily removed. This is a. thing of primary importance. i y

When positioned, the fastening means is held firmly in place and will remain tight in service, it being not possible for it to loosen .as is the case with ordinaryspikes. Tests have demonstrated thatthc fastening means is at least ten times as effective as are regular track spikes.

Also, it will be noted that plate 8 is a standard tie plate so it is readily obtainable in the open market. The rib zil on thetic plate serves to holdthe rails from spreading, which takes conside ablefloadoff the rail fastening means As a result, a lighter weight fastening n'ieans may be used than would be the case were the ribs not present.

' In combination with my improved rail fastening means and for cooperation herewith, I provide an anticreeping arrangement for both the rails and the tics. 'lolhis end, I make thoangle bars atthe ends of the rails of a length such thattl'iey abut against each other, as indicated in 29, and I then provide at suitable points on the rail flanges projections 30 which stand at oppo- V fastener. Projections 30' may be built up by fusing metal to the rail flange, using a Welding machine for the purpose, or they may be formed on the rail when it rolled. Projections 30 need be provided only at spaced points, it being unnecessary to providethem at every tie. j With this arrangement, creepingof the rail is prevented by projections 30 engaging ends 16 of the rail fasteners. And the abutting angle bars at the ends of the rails serve to distribute thestress among the several ties, so that the stress. is not borne by the single tie appurtenant to the till Inn

mama-2 I o projections 30. Since the successive ties abut one another at their ends, each individual tie is held from displacement by the adjacent ties.

While I now prefer to provide projections 30 on base flange 20 in positions such that they cooperate with fastener ends 12, my invention is not limited thereto but projections may be similarly provided engaging other fixed abutments. Certain features disclosed are not claimed herein as they form subject matter of my application Serial No. 920,81L, filed September 20, 1927.

In accordance with the provisions of the patent statutes I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment of my invention, but I desire to have it understod that the apparatus shown is only illustrative and that the invention may be carried out by other means.

IVhat I claim as new and desire to secure by Letters Patent of the United States, is

1. The combination with a tie including a plate having an opening therein, of a rail on said plate, a U-shaped fastener in said opening, one end of which engages beneath said plate and the other over the top of the base flange of the rail, and a flat spring key in the opening behind said fastener, the

arms of said spring key extending transversely of the tie and being normally spread apart a distance greater than the width of the space behind the fastener whereby when the spring key is inserted in the opening behind the fastener the arms are forced toward each other and are maintained in such position to permanently hold the fastener in place.

2. The combination with a tie including a plate having an opening therein, of a rail on said plate, a U-shaped fastener in said opening, one end of which engages beneath said plate and the other over the top of the base flange of the rail. and a flat spring key in the opening behind said fastener, the arms of said spring key being normally spread apart a distance greater than the width of the space behind said fastener whereby when the spring key is inserted in the opening behind the fastener the arms are forced toward each other and are maintained in such position to permanently hold the fastener in place, the ends of said arms being beveled so that the key may be inserted by placing it atan angle and driving it into position.

In witness whereof, I have hereunto set my hand this 31 day of January, 1927.

WILLIAM DALTON. 

